Transmission control systems to adjust clutch pressure and torque based on grade

ABSTRACT

Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims the priority benefit of, and is a continuationof, U.S. application Ser. No. 17/826,381, which was filed on May 27,2022, and which is a continuation of U.S. application Ser. No.17/379,501, which was filed on Jul. 19, 2021, and which is acontinuation of U.S. application Ser. No. 16/589,567, which was filed onOct. 1, 2019, and which issued as U.S. Pat. No. 11,112,004 on Sep. 7,2021. The disclosures of those applications are incorporated byreference herein in their entireties.

FIELD OF THE DISCLOSURE

The present disclosure relates, generally, to control systems fortransmissions, and, more specifically, to transmission control systemsincorporating a sensor to measure surface grade.

BACKGROUND

Transmission durability may be impacted during use in duty cyclescharacterized by, or otherwise associated with, certain surface grades.To adapt vehicles for use in such applications, various equipment and/orhardware selections (e.g., large drive units, large transmissions, highaxle ratios) may be required. Systems and/or devices to improvetransmission durability that avoid the shortcomings associated withselecting that equipment and/or hardware remain an area of interest.

SUMMARY

The present disclosure may comprise one or more of the followingfeatures and combinations thereof.

According to one aspect of the present disclosure, a transmission for avehicle may include an input shaft, an output shaft, one or moreclutches, and a control system. The input shaft may be configured toreceive rotational power supplied by a drive unit. The output shaft maybe coupled to the input shaft and configured to provide rotational powersupplied to the input shaft to a load. The one or more clutches may becoupled between the input shaft and the output shaft to selectivelytransmit rotational power between the input shaft and the output shaftin one or more operating modes of the transmission. Each of the one ormore clutches may be selectively engageable in response to one or morefluid pressures applied thereto. The control system may be configured tocontrol operation of the one or more clutches to select the one or moreoperating modes of the transmission. The control system may include atleast one input device configured to provide input indicative of anoperational characteristic of the transmission and/or the vehicleassociated therewith and a controller communicatively coupled to the atleast one input device. The controller may include a memory devicehaving instructions stored therein that are executable by a processor tocause the processor to receive the input from the at least one inputdevice and to appreciably, and selectively, boost the one or more fluidpressures applied to at least one clutch from one or more baselinevalues to one or more boosted values based at least partially on theinput from the at least one input device.

In some embodiments, the at least one input device may include a sensorconfigured to provide input indicative of a grade of a surface on whicha vehicle is positioned, and the instructions stored in the memorydevice may be executable by the processor to cause the processor toreceive the input from the sensor, to calculate a grade of the surfacebased at least partially on the input, to determine whether thecalculated grade of the surface exceeds a grade threshold, and to, in aboost mode of operation, appreciably boost the one or more fluidpressures applied to the at least one clutch from the one or morebaseline values to the one or more boosted values in response to adetermination that the grade of the surface exceeds the grade threshold.The instructions stored in the memory may be executable by the processorto cause the processor to appreciably boost one or more input torquelimits applied at the input shaft in use of the transmission from one ormore baseline input torque limit values to one or more boosted inputtorque limit values in response to the determination that the grade ofthe surface exceeds the grade threshold. The instructions stored in thememory may be executable by the processor to cause the processor toappreciably boost one or more output torque limits applied at the outputshaft in use of the transmission from one or more baseline output torquelimit values to one or more boosted output torque limit values inresponse to the determination that the grade of the surface exceeds thegrade threshold. The control system may include a boost torque limitinput device communicatively coupled to the controller and configured toprovide operator input indicative of the desired application of the oneor more boosted output torque limits, and the instructions stored in thememory may be executable by the processor to cause the processor toreceive the operator input from the boost torque limit input device andto selectively apply the one or more boosted output torque limits basedon the operator input.

In some embodiments, the grade threshold may be associated with avehicle gradeability parameter of about 60%. Additionally, in someembodiments, the instructions stored in the memory may be executable bythe processor to cause the processor to, subsequent to boosting the oneor more fluid pressures from the one or more baseline values to the oneor more boosted values, determine whether the calculated grade of thesurface is at or below the grade threshold and to apply the one or morebaseline values of fluid pressure to the at least one clutch in responseto a determination that the calculated grade of the surface is at orbelow the grade threshold.

In some embodiments, the one or more boosted values of fluid pressuremay be at least 20% greater than the one or more baseline values offluid pressure. The one or more boosted values of fluid pressure may beabout 20-35% greater than the one or more baseline values of fluidpressure. Additionally, in some embodiments, the control system mayinclude a boost mode enablement input device communicatively coupled tothe controller and configured to provide operator input indicative ofthe desired enablement of the boost mode of operation, and theinstructions stored in the memory may be executable by the processor tocause the processor to receive the operator input from the boost modeenablement input device and to selectively enable operation in the boostmode of operation based on the operator input.

According to another aspect of the present disclosure, a control systemfor a transmission of a vehicle that includes an input shaft, an outputshaft coupled to the input shaft, and one or more clutches coupledbetween the input shaft and the output shaft that is each selectivelyengageable in response to one or more fluid pressures applied theretomay include at least one input device and a controller. The at least oneinput device may be configured to provide input indicative of anoperational characteristic of the transmission and/or the vehicleassociated therewith, and the controller may be communicatively coupledto the at least one input device. The controller may include a memorydevice having instructions stored therein that are executable by aprocessor to cause the processor to receive the input from the at leastone input device and to appreciably, and selectively, boost the one ormore fluid pressures applied to at least one clutch from one or morebaseline values to one or more boosted values based at least partiallyon the input from the at least one input device.

In some embodiments, the at least one input device may include a sensorconfigured to provide input indicative of a grade of a surface on whicha vehicle is positioned, and the instructions stored in the memorydevice may be executable by the processor to cause the processor toreceive the input from the sensor, to calculate a grade of the surfacebased at least partially on the input, to determine whether thecalculated grade of the surface exceeds a grade threshold, and to, in aboost mode of operation, appreciably boost the one or more fluidpressures applied to the at least one clutch from the one or morebaseline values to the one or more boosted values in response to adetermination that the grade of the surface exceeds the grade threshold.The instructions stored in the memory may be executable by the processorto cause the processor to appreciably boost one or more input torquelimits applied at the input shaft in use of the transmission from one ormore baseline input torque limit values to one or more boosted inputtorque limit values in response to the determination that the grade ofthe surface exceeds the grade threshold. The instructions stored in thememory may be executable by the processor to cause the processor toappreciably boost one or more output torque limits applied at the outputshaft in use of the transmission from one or more baseline output torquelimit values to one or more boosted output torque limit values inresponse to the determination that the grade of the surface exceeds thegrade threshold.

In some embodiments, the grade threshold may be associated with avehicle gradeability parameter of about 60%. Additionally, in someembodiments, the control system may include a boost torque limit inputdevice communicatively coupled to the controller and configured toprovide operator input indicative of the desired application of the oneor more boosted output torque limits, and the instructions stored in thememory may be executable by the processor to cause the processor toreceive the operator input from the boost torque limit input device andto selectively apply the one or more boosted output torque limits basedon the operator input.

According to yet another aspect of the present disclosure, a method ofoperating a transmission of a vehicle that includes an input shaft, anoutput shaft coupled to the input shaft, one or more clutches coupledbetween the input shaft and the output shaft that is each selectivelyengageable in response to one or more fluid pressures applied thereto,and a control system may include receiving, by a controller of thecontrol system, input provided by at least one input device of thecontrol system that is indicative of an operational characteristic ofthe transmission and/or the vehicle associated therewith, andappreciably boosting, by the controller in a selective manner, the oneor more fluid pressures applied to at least one clutch from one or morebaseline values to one or more boosted values based at least partiallyon the input from the at least one input device.

In some embodiments, the at least one input device may include a sensorconfigured to provide input indicative of a grade of a surface on whicha vehicle is positioned, and the method may include receiving, by thecontroller, input from the sensor, calculating, by the controller, agrade of the surface based at least partially on the input from thesensor, determining, by the controller, whether the calculated grade ofthe surface exceeds a grade threshold, and appreciably boosting, by thecontroller and in a boost mode of operation, the one or more fluidpressures applied to the at least one clutch from the one or morebaseline values to the one or more boosted values in response to adetermination that the grade of the surface exceeds the grade threshold.The method may include appreciably boosting, by the controller, one ormore input torque limits applied at the input shaft in use of thetransmission from one or more baseline input torque limit values to oneor more boosted input torque limit values in response to thedetermination that the grade of the surface exceeds the grade threshold.The method may include appreciably boosting, by the controller, one ormore output torque limits applied at the output shaft in use of thetransmission from one or more baseline output torque limit values to oneor more boosted output torque limit values in response to thedetermination that the grade of the surface exceeds the grade threshold.

These and other features of the present disclosure will become moreapparent from the following description of the illustrative embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention described herein is illustrated by way of example and notby way of limitation in the accompanying figures. For simplicity andclarity of illustration, elements illustrated in the figures are notnecessarily drawn to scale. For example, the dimensions of some elementsmay be exaggerated relative to other elements for clarity. Further,where considered appropriate, reference labels have been repeated amongthe figures to indicate corresponding or analogous elements.

FIG. 1 is a diagrammatic view of a drive system for a vehicle;

FIG. 2 is a diagrammatic view of a transmission control system includedin a transmission of the drive system of FIG. 1 ;

FIG. 3 is a diagrammatic view of a number of modules that may beincluded in a controller of the control system shown in FIG. 2 ;

FIG. 4 is a simplified flowchart of a method that may be performed by aboost pressure and torque enablement determination module of thecontroller diagrammatically depicted in FIG. 3 ;

FIG. 5 is a simplified flowchart of a method that may be performed by aboost pressure calculation module of the controller diagrammaticallydepicted in FIG. 3 ;

FIG. 6 is a simplified flowchart of a method that may be performed by atransmission input torque limit calculation module of the controllerdiagrammatically depicted in FIG. 3 ; and

FIG. 7 is a simplified flowchart of a method that may be performed by atransmission output torque limit calculation module of the controllerdiagrammatically depicted in FIG. 3 .

DETAILED DESCRIPTION

While the concepts of the present disclosure are susceptible to variousmodifications and alternative forms, specific embodiments thereof havebeen shown by way of example in the drawings and will be describedherein in detail. It should be understood, however, that there is nointent to limit the concepts of the present disclosure to the particularforms disclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives consistent with the presentdisclosure and the appended claims.

References in the specification to “one embodiment,” “an embodiment,”“an illustrative embodiment,” etc., indicate that the embodimentdescribed may include a particular feature, structure, orcharacteristic, but every embodiment may or may not necessarily includethat particular feature, structure, or characteristic. Moreover, suchphrases are not necessarily referring to the same embodiment. Further,when a particular feature, structure, or characteristic is described inconnection with an embodiment, it is submitted that it is within theknowledge of one skilled in the art to effect such feature, structure,or characteristic in connection with other embodiments whether or notexplicitly described. Additionally, it should be appreciated that itemsincluded in a list in the form of “at least one A, B, and C” can mean(A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).Similarly, items listed in the form of “at least one of A, B, or C” canmean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).

In the drawings, some structural or method features, such as thoserepresenting devices, modules, instructions blocks and data elements,may be shown in specific arrangements and/or orderings for ease ofdescription. However, it should be appreciated that such specificarrangements and/or orderings may not be required. Rather, in someembodiments, such features may be arranged in a different manner and/ororder than shown in the illustrative figures. Additionally, theinclusion of a structural or method feature in a particular figure isnot meant to imply that such feature is required in all embodiments and,in some embodiments, may not be included or may be combined with otherfeatures.

In some embodiments, schematic elements used to represent blocks of amethod may be manually performed by a user. In other embodiments,implementation of those schematic elements may be automated using anysuitable form of machine-readable instruction, such as software orfirmware applications, programs, functions, modules, routines,processes, procedures, plug-ins, applets, widgets, code fragments and/orothers, for example, and each such instruction may be implemented usingany suitable programming language, library, application programminginterface (API), and/or other software development tools. For instance,in some embodiments, the schematic elements may be implemented usingJava, C++, and/or other programming languages. Similarly, schematicelements used to represent data or information may be implemented usingany suitable electronic arrangement or structure, such as a register,data store, table, record, array, index, hash, map, tree, list, graph,file (of any file type), folder, directory, database, and/or others, forexample.

Further, in the drawings, where connecting elements, such as solid ordashed lines or arrows, are used to illustrate a connection,relationship, or association between or among two or more otherschematic elements, the absence of any such connection elements is notmeant to imply that no connection, relationship, or association canexist. In other words, some connections, relationships, or associationsbetween elements may not be shown in the drawings so as not to obscurethe disclosure. In addition, for ease of illustration, a singleconnecting element may be used to represent multiple connections,relationships, or associations between elements. For example, where aconnecting element represents a communication of signals, data orinstructions, it should be understood by those skilled in the art thatsuch element may represent one or multiple signal paths (e.g., a bus),as may be needed, to effect the communication.

Referring now to FIG. 1 , an illustrative drive system 100 for a vehicleincludes a transmission 120 that has an input shaft 122, an output shaft124, one or more clutches 216 (see FIG. 2 ), and a control system 200.The input shaft 122 is configured to receive rotational power suppliedby a drive unit 102. The output shaft 124 is coupled to the input shaft122 and configured to provide rotational power supplied to the inputshaft 122 to a load (e.g., an axle 132 and wheels 134, 136 mountedthereto). The one or more clutches 216 are included in, or otherwiseadapted for use with, an electro-hydraulic system 138 and coupledbetween the input shaft 122 and the output shaft 124 to selectivelytransmit rotational power between the shafts 122, 124 in one or moreoperating modes of the transmission 120. Each of the one or moreclutches 216 is selectively engageable in response to one or more fluidpressures applied thereto.

The illustrative control system 200 is configured to control operationof the one or more clutches 216 to select a particular transmissionoperating mode. In the illustrative embodiment, the control system 200includes at least one input device configured to provide inputindicative of an operational characteristic of the transmission 120and/or the vehicle associated therewith. In some embodiments, the atleast one input device may take the form of an inclinometer 208 that isconfigured to provide input indicative of a grade of a surface on whicha vehicle is positioned. Additionally, in some embodiments, the at leastone input device may take the form of one or more sensor(s) and/oroperator input device(s) 240. In any case, the control system 200includes a controller 202 that is communicatively coupled to the atleast one input device. As described in greater detail below withreference to FIG. 4 , the controller 202 includes a memory device 204having instructions stored therein that are executable by a processor206 to cause the processor 206 to receive the input from the at leastone input device and to appreciably, and selectively, boost the one ormore fluid pressures applied to at least one of the clutches 216 fromone or more baseline values to one or more boosted values based at leastpartially on the input from the at least one input device.

It should be appreciated that control of the transmission 120 by theillustrative control system 200, and other concepts of the presentdisclosure attendant to that control, is uniquely adapted for vehicularapplications associated with, or otherwise characterized by, severe dutycycles. In the context of the present disclosure, severe duty cyclescorrespond to, or are otherwise associated with, a particular vehiclegradeability parameter, such as a gradeability parameter of 60% orhigher, for example. As will be apparent from the discussion thatfollows, in the boost mode of operation contemplated herein, inputtorque limit(s) applied at the input shaft 122, output torque limit(s)applied at the output shaft 124, and fluid pressures applied to the oneor more clutches 216 may be boosted to allow operation of the vehicle insevere duty cycles without necessitating various equipment and/orhardware selections (e.g., large drive units, large transmissions, highaxle ratios). As a result, control of the transmission 120 by theillustrative control system 200 may facilitate standardized setup of thevehicle for usage in severe duty cycles, reduce cost, and promote fueleconomy.

It should also be appreciated that the illustrative drive system 100 isadapted for use in one or more vehicles employed in a variety ofapplications. In some embodiments, the drive system 100 may be adaptedfor use with, or otherwise incorporated into, fire and emergencyvehicles, refuse vehicles, coach vehicles, RVs and motorhomes, municipaland/or service vehicles, agricultural vehicles, mining vehicles,specialty vehicles, energy vehicles, defense vehicles, port servicevehicles, construction vehicles, and transit and/or bus vehicles, justto name a few. Additionally, in some embodiments, the drive system 100may be adapted for use with, or otherwise incorporated into, tractors,front end loaders, scraper systems, cutters and shredders, hay andforage equipment, planting equipment, seeding equipment, sprayers andapplicators, tillage equipment, utility vehicles, mowers, dump trucks,backhoes, track loaders, crawler loaders, dozers, excavators, motorgraders, skid steers, tractor loaders, wheel loaders, rakes, aerators,skidders, bunchers, forwarders, harvesters, swing machines, knuckleboomloaders, diesel engines, axles, planetary gear drives, pump drives,transmissions, generators, and marine engines, among other suitableequipment.

In the illustrative embodiment, the drive unit 102 is embodied as, orotherwise includes, any device capable of producing rotational power todrive other components (e.g., a torque converter 108 and thetransmission 120) of the drive system 100 in use thereof. In someembodiments, the drive unit 102 may be embodied as, or otherwiseinclude, an internal combustion engine, diesel engine, electric motor,or other power-generating device. In any case, the drive unit 102 isconfigured to rotatably drive an output shaft 104 that is coupled to aninput or pump shaft 106 of a torque converter 108.

The input or pump shaft 106 of the illustrative torque converter 108 iscoupled to an impeller or pump 110 that is rotatably driven by theoutput shaft 104 of the drive unit 102. The torque converter 108 furtherincludes a turbine 112 that is coupled to a turbine shaft 114. In theillustrative embodiment, the turbine shaft 114 is coupled to, orintegral with, the input shaft 122 of the transmission 120.

The illustrative torque converter 108 also includes a lockup clutch 136connected between the pump 110 and the turbine 112 of the torqueconverter 108. The torque converter 108 is operable in a so-called“torque converter” mode during certain operating conditions, such asduring vehicle launch, low speed conditions, and certain gear shiftingconditions, for example. In the torque converter mode, the lockup clutch136 is disengaged and the pump 110 rotates at the rotational speed ofthe drive unit output shaft 104 while the turbine 112 is rotatablyactuated by the pump 110 through a fluid (not shown) interposed betweenthe pump 110 and the turbine 112. In this operational mode, torquemultiplication occurs through the fluid coupling such that the turbineshaft 114 is exposed to drive more torque than is being supplied by thedrive unit 102. The torque converter 108 is alternatively operable in aso-called “lockup” mode during other operating conditions, such as whentorque multiplication is not needed, for example. In the lockup mode,the lockup clutch 136 is engaged and the pump 110 is thereby secureddirectly to the turbine 112 so that the drive unit output shaft 104 isdirectly coupled to the input shaft 124 of the transmission 118.

In the illustrative embodiment, the transmission 120 includes aninternal pump 118 configured to pressurize, and/or distribute fluidtoward, one or more fluid (e.g., hydraulic fluid) circuits thereof. Insome embodiments, the pump 118 may be configured to pressurize, and/ordistribute fluid toward, a main circuit, a lube circuit, anelectro-hydraulic control circuit, and/or any other circuit incorporatedinto the electro-hydraulic system 138, for example. It should beappreciated that in some embodiments, the pump 118 may be driven by ashaft 116 that is coupled to the output shaft 104 of the drive unit 102.In this arrangement, the drive unit 102 can deliver torque to the shaft116 for driving the pump 118 and building pressure within the differentcircuits of the transmission 120.

The illustrative transmission 120 includes a gearing system 126 coupledbetween the input shaft 122 and the output shaft 124. It should beappreciated that the gearing system 126 may include one or more geararrangements (e.g., planetary gear arrangements, epicyclic drivearrangements, etc.) that provide, or are otherwise associated with, oneor more gear ratios. When used in combination with the electro-hydraulicsystem 138 under control by the control system 200, the gearing system126 may provide, or otherwise be associated with, one or more operatingranges selected by an operator.

The output shaft 124 of the transmission 120 is illustratively coupledto, or otherwise integral with, a propeller shaft 128. The propellershaft 128 is coupled to a universal joint 130 which is coupled to, androtatably drives, the axle 132 and the wheels 134, 136. In thisarrangement, the output shaft 124 drives the wheels 134, 136 through thepropeller shaft 128, the universal joint 130, and the axle 132 in use ofthe drive system 100.

The illustrative transmission includes the electro-hydraulic system 138that is fluidly coupled to the gearing system 126 via a number (i.e., J)of fluid paths 1401-140J, where J may be any positive integer. Theelectro-hydraulic system 138 is configured to receive control signalsprovided by various electro-hydraulic control devices 210 (see FIG. 2 ),such as one or more sensors 212 and one or more flow and/or pressurecontrol devices 214, for example. In response to those control signals,and under control by the control system 200, the electro-hydraulicsystem 138 selectively causes fluid to flow through one or more of thefluid paths 1401-140J to control operation (e.g., engagement anddisengagement) of one or more friction devices (e.g., the clutches 216)included in, or otherwise adapted for use with, the gearing system 126.

Of course, it should be appreciated that the one or more frictiondevices may include, but are not limited to, one or more brake devices,one or more torque transmitting devices, and the like. Generally, theoperation (e.g., engagement and disengagement) of the one or morefriction devices is controlled by selectively controlling the frictionapplied by, or otherwise associated with, each of the one or morefriction devices, such as by controlling fluid pressure applied to eachof the friction devices, for example. In the illustrative embodiment,which is not intended to be limiting in any way, the electro-hydraulicsystem 138 may be coupled to, or otherwise adapted for use with, one ormore brakes 218. Similar to the clutches 216, each of the one or morebrakes 218 may be controllably engaged and disengaged via fluid pressuresupplied by the electro-hydraulic system 138. In any case, changing orshifting between the various gears of the transmission 120 isaccomplished by selectively controlling the friction devices 216, 218via control of fluid pressure within the number of fluid paths1401-140J.

In the illustrative system 100 shown in FIG. 1 , the torque converter108 and the transmission 120 include a number of sensors configured toproduce sensor signals that are indicative of one or more operatingstates of the torque converter 108 and the transmission 120,respectively. For example, the torque converter 108 illustrativelyincludes a speed sensor 146 that is configured to produce a speed signalcorresponding to the rotational speed of the pump shaft 106, whichrotates at the same speed as the output shaft 104 of the drive unit 102in use of the drive system 100. The speed sensor 146 is electricallyconnected to a pump speed input (i.e., PS) of the controller 202 via asignal path 152, and the controller 202 is operable to process the speedsignal produced by the speed sensor 146 to determine the rotationalspeed of the pump shaft 106/drive unit output shaft 104.

In the illustrative system 100, the transmission 120 includes a speedsensor 148 that is configured to produce a speed signal corresponding tothe rotational speed of the transmission input shaft 122, which rotatesat the same speed as the turbine shaft 114 of the torque converter 108in use of the system 100. The input shaft 122 of the transmission 120may be directly coupled to, or otherwise integral with, the turbineshaft 114. Of course, it should be appreciated that the speed sensor 148may alternatively be configured to produce a speed signal correspondingto the rotational speed of the turbine shaft 114. Regardless, the speedsensor 148 is electrically connected to a transmission input shaft speedinput (i.e., TIS) of the controller 202 via a signal path 154, and thecontroller 202 is operable to process the speed signal produced by thespeed sensor 148 to determine the rotational speed of the turbine shaft114/transmission input shaft 124.

Further, in the illustrative system 100, the transmission 120 includes aspeed sensor 150 that is configured to produce a speed signalcorresponding to the rotational speed and direction of the output shaft124 of the transmission 120. The speed sensor 150 is electricallyconnected to a transmission output shaft speed input (i.e., TOS) of thecontroller 202 via a signal path 156. The controller 202 is configuredto process the speed signal produced by the speed sensor 150 todetermine the rotational speed of the transmission output shaft 124.

In the illustrative embodiment, the electro-hydraulic system 138includes one or more actuators configured to control various operationswithin the transmission 120. For example, the electro-hydraulic system138 described herein illustratively includes a number of actuators(e.g., which may be included in the devices 214) that are electricallyconnected to a number (i.e., J) of control outputs CP1-CPJ of thecontroller 202 via a corresponding number of signal paths 721-72J, whereJ may be any positive integer as described above. Each of the actuatorsmay receive a corresponding one of the control signals CP1-CPJ producedby the controller 202 via one of the corresponding signal paths 721-72J.In response thereto, each of the actuators may control the frictionapplied by each of the friction devices by controlling the pressure offluid within one or more corresponding fluid passageway 1401-140J,thereby controlling the operation of one or more corresponding frictiondevices based on information provided by the various speed sensors 146,148, and/or 150 in use of the system 100.

In the illustrative embodiment, the system 100 includes a drive unitcontroller 160 having an input/output port (I/O) that is electricallycoupled to the drive unit 102 via a number (i.e., K) of signal paths162, wherein K may be any positive integer. The drive unit controller160 is operable to control and manage the overall operation of the driveunit 102. The drive unit controller 160 includes a communication port(i.e., COM) which is electrically connected to a similar communicationport (i.e., COM) of the controller 202 via a number (i.e., L) of signalpaths 164, wherein L may be any positive integer. It should beappreciated that the one or more signal paths 164 may be referred tocollectively as a data link. Generally, the drive unit controller 160and the transmission controller 202 are operable to share informationvia the one or more signal paths 164. In one embodiment, for example,the drive unit controller 160 and the transmission controller 202 areoperable to share information via the one or more signal paths 164 inthe form of one or more messages in accordance with a Society ofAutomotive Engineers (SAE) J-1939 communications protocol. Of course, itshould be appreciated that this disclosure contemplates otherembodiments in which the drive unit controller 160 and the transmissioncontroller 202 are operable to share information via the one or moresignal paths 164 in accordance with one or more other communicationprotocols (e.g., from a conventional databus such as J1587 data bus,J1939 data bus, IESCAN data bus, GMLAN, Mercedes PT-CAN).

Referring now to FIG. 2 , in the illustrative embodiment, thetransmission control system 200 includes the sensors 146, 148, 150, thecontroller 202, the inclinometer 208, the electro-hydraulic controldevices 210, a dashboard 224, and one or more sensor(s) and/or operatorinput device(s) 240. Each of the devices 146, 148, 150, 208, 210, 224,240 is communicatively coupled to the controller 202. In someembodiments, the controller 202 may be communicatively coupled to one ormore control devices (e.g., sensors and/or actuators) 220, 222 of theclutches 216 and the brakes 218, respectively.

The processor 206 of the illustrative controller 202 may be embodied as,or otherwise include, any type of processor, controller, or othercompute circuit capable of performing various tasks such as computefunctions and/or controlling the functions of the transmission 120. Forexample, the processor 206 may be embodied as a single or multi-coreprocessor(s), a microcontroller, or other processor orprocessing/controlling circuit. In some embodiments, the processor 206may be embodied as, include, or otherwise be coupled to an FPGA, anapplication specific integrated circuit (ASIC), reconfigurable hardwareor hardware circuitry, or other specialized hardware to facilitateperformance of the functions described herein. Additionally, in someembodiments, the processor 206 may be embodied as, or otherwise include,a high-power processor, an accelerator co-processor, or a storagecontroller. In some embodiments still, the processor 206 may includemore than one processor, controller, or compute circuit.

The memory device 204 of the illustrative controller 202 may be embodiedas any type of volatile (e.g., dynamic random access memory (DRAM),etc.) or non-volatile memory capable of storing data therein. Volatilememory may be embodied as a storage medium that requires power tomaintain the state of data stored by the medium. Non-limiting examplesof volatile memory may include various types of random access memory(RAM), such as dynamic random access memory (DRAM) or static randomaccess memory (SRAM). One particular type of DRAM that may be used in amemory module is synchronous dynamic random access memory (SDRAM). Inparticular embodiments, DRAM of a memory component may comply with astandard promulgated by JEDEC, such as JESD79F for DDR SDRAM, JESD79-2Ffor DDR2 SDRAM, JESD79-3F for DDR3 SDRAM, JESD79-4A for DDR4 SDRAM,JESD209 for Low Power DDR (LPDDR), JESD209-2 for LPDDR2, JESD209-3 forLPDDR3, and JESD209-4 for LPDDR4 (these standards are available atwww.jedec.org). Such standards (and similar standards) may be referredto as DDR-based standards and communication interfaces of the storagedevices that implement such standards may be referred to as DDR-basedinterfaces.

In some embodiments, the memory device 204 may be embodied as a blockaddressable memory, such as those based on NAND or NOR technologies. Thememory device 204 may also include future generation nonvolatiledevices, such as a three dimensional crosspoint memory device (e.g.,Intel 3D XPoint™ memory), or other byte addressable write-in-placenonvolatile memory devices. In some embodiments, the memory device 204may be embodied as, or may otherwise include, chalcogenide glass,multi-threshold level NAND flash memory, NOR flash memory, single ormulti-level Phase Change Memory (PCM), a resistive memory, nanowirememory, ferroelectric transistor random access memory (FeTRAM),anti-ferroelectric memory, magnetoresistive random access memory (MRAM)memory that incorporates memristor technology, resistive memoryincluding the metal oxide base, the oxygen vacancy base and theconductive bridge Random Access Memory (CB-RAM), or spin transfer torque(STT)-MRAM, a spintronic magnetic junction memory based device, amagnetic tunneling junction (MTJ) based device, a DW (Domain Wall) andSOT (Spin Orbit Transfer) based device, a thyristor based memory device,or a combination of any of the above, or other memory. The memory devicemay refer to the die itself and/or to a packaged memory product. In someembodiments, 3D crosspoint memory (e.g., Intel 3D XPoint™ memory) maycomprise a transistor-less stackable cross point architecture in whichmemory cells sit at the intersection of word lines and bit lines and areindividually addressable and in which bit storage is based on a changein bulk resistance.

The dashboard 224 of the illustrative control system 200 includes adisplay 226 and a user interface 228. The display 226 is configured tooutput or display various indications, messages, and/or prompts to anoperator, which may be generated by the control system 200. The userinterface 228 is configured to provide various inputs to the controlsystem 200 based on various actions, which may include actions performedby an operator.

In the illustrative embodiment, the dashboard 224 also includes a boosttorque limit input device 230 and a boost pressure and torque enablementinput device 232. The illustrative boost torque limit input device 230is communicatively coupled to the controller 202 and configured toprovide thereto operator input indicative of the desired application ofone or more boost torque limits at the output shaft 124 of thetransmission 120 in use of the system 100, as described in greaterdetail below with reference to FIG. 7 . The illustrative boost pressureand torque enablement input device 232 is communicatively coupled to thecontroller 202 and configured to provide thereto operator inputindicative of the desired enablement of the boost mode of operation inuse of the system 100, as described in greater detail below with respectto FIG. 4 .

In the illustrative embodiment, the one or more sensor(s) and operatorinput device(s) 240 are included in the control system 200 separate fromthe inclinometer 208. However, it should be appreciated that in otherembodiments, the inclinometer 208 may be included in, or otherwise formpart of, the sensor(s) and/or device(s) 240. In any case, the one ormore sensor(s) and operator input device(s) 240 are configured toprovide input indicative of one or more operational characteristics ofthe transmission 120 and/or the vehicle associated with the transmission120. In one example, the sensor(s) and/or device(s) 240 may provideinput indicative of a high tractive effort condition of a vehicle, whichmay be associated with, or otherwise defined by, a surface on which thevehicle is positioned (e.g., a pea gravel surface, a wet mud surface,etc.). In another example, the sensor(s) and/or device(s) 240 mayprovide input generated by an operator of the vehicle associated withthe transmission 120 (e.g., input to temporarily boost torque and/orincrease clutch capacity in certain operating conditions). Of course, itshould be appreciated that in other embodiments, the sensor(s) and/ordevice(s) 240 may be embodied as, or otherwise include, any device orcollection of devices capable of providing other suitable inputindicative of one or more operational characteristics of thetransmission 120, one or more operational characteristics of the vehicleassociated with the transmission 120, and/or one or more characteristicsassociated with the operating environment of the vehicle associated withthe transmission 120.

Referring now to FIG. 3 , in the illustrative embodiment, the controller202 establishes an environment 300 during operation. The illustrativeenvironment 300 includes a boost pressure and torque enablementdetermination module 302, a boost pressure calculation module 304, atransmission input torque limit calculation module 306, and atransmission output torque limit calculation module 308. Each of themodules, logic, and other components of the environment 300 may beembodied as hardware, firmware, software, or a combination thereof. Assuch, in some embodiments, one or more modules of the environment 300may be embodied as circuitry or a collection of electrical devices. Insuch embodiments, one or more of the boost pressure and torqueenablement determination module 302, the boost pressure calculationmodule 304, the transmission input torque limit calculation module 306,and the transmission output torque limit calculation module 308 may forma portion of the processor(s) 206 and/or other components of thecontroller 202. Additionally, in some embodiments, one or more of theillustrative modules may form a portion of another module and/or one ormore of the illustrative modules may be independent of one another.Further, in some embodiments, one or more of the modules of theenvironment 300 may be embodied as virtualized hardware components oremulated architecture, which may be established and maintained by theprocessor(s) 206 or other components of the controller 202.

The boost pressure and torque enablement determination module 302, whichmay be embodied as hardware, firmware, software, virtualized hardware,emulated architecture, and/or a combination thereof as discussed above,is configured to enable operation of the transmission 120 in the boostmode and thereby enable the calculation and application of one or moreboost pressures to the clutches 216 and/or brakes 218, one or more inputtorque limits at the input shaft 122, and one or more output torquelimits at the output shaft 124 in that mode. To do so, in theillustrative embodiment, the boost pressure and torque enablementdetermination module 302 may perform the method described below withreference to FIG. 4 .

The boost pressure calculation module 304, which may be embodied ashardware, firmware, software, virtualized hardware, emulatedarchitecture, and/or a combination thereof as discussed above, isconfigured to calculate and apply one or more boost pressures to theclutches 216 and/or brakes 218 in the boost mode of operation. To do so,in the illustrative embodiment, the boost pressure calculation module304 may perform the method described below with reference to FIG. 5 .

The transmission input torque limit calculation module 306, which may beembodied as hardware, firmware, software, virtualized hardware, emulatedarchitecture, and/or a combination thereof as discussed above, isconfigured to calculate and apply one or more input torque limits at theinput shaft 122 in the boost mode of operation. To do so, in theillustrative embodiment, the transmission input torque limit calculationmodule 306 may perform the method described below with reference to FIG.6 .

The transmission output torque limit calculation module 308, which maybe embodied as hardware, firmware, software, virtualized hardware,emulated architecture, and/or a combination thereof as discussed above,is configured to calculate and apply one or more output torque limits atthe output shaft 124 in the boost mode of operation. To do so, in theillustrative embodiment, the transmission output torque limitcalculation module 308 may perform the method described below withreference to FIG. 7 .

Referring now to FIG. 4 , an illustrative method 400 of operating thetransmission 120 may be embodied as, or otherwise include, a set ofinstructions that are executable by the transmission control system 200(i.e., the boost pressure and torque enablement determination module 302of the controller 202). The method 400 corresponds to, or is otherwiseassociated with, performance of the blocks described below in theillustrative sequence of FIG. 4 . It should be appreciated, however,that the method 400 may be performed in one or more sequences differentfrom the illustrative sequence.

The illustrative method begins with block 402. In block 402, thecontroller 202 receives any operator input (or lack thereof) provided bythe boost pressure and torque enablement input device 232. From block402, the illustrative method 400 proceeds to block 404.

In block 404 of the illustrative method 400, the controller 202determines whether to enable operation of the transmission 120 in theboost mode based on the operator input provided in block 402. If thecontroller 202 enables boost mode operation of the transmission 120 inblock 402 (i.e., if the operator input provided in block 402 isindicative of the desired operation in that mode), the method 400subsequently proceeds to block 406.

In block 406 of the illustrative method 400, the controller 202 receivesinput provided by the one or more sensor(s) and operator input device(s)240. From block 408, the method 40 subsequently proceeds to block 408.

In block 408 of the illustrative method 400, the controller 202 receivesinput provided by the inclinometer 208 that is indicative of the gradeof the surface on which the vehicle carrying the drive system 100 ispositioned. From block 408, the method 400 subsequently proceeds toblock 410.

In block 410 of the illustrative method 400, the controller 202calculates, based at least partially on the surface grade input receivedin block 408, the surface grade of the underlying surface. It should beappreciated that to perform the calculation in block 410, the processor206 may execute one or more grade calculation algorithms that may beembodied as, or otherwise include, one or more sets of instructionsstored in the memory 204. Additionally, it should be appreciated thatthe one or more grade calculation algorithms may take into account, orotherwise rely on, the surface grade input received in block 408. In anycase, from block 410, the method 400 subsequently proceeds to block 412.

In block 412 of the illustrative method 400, the controller 202determines whether the surface grade calculated in block 410 exceeds agrade threshold. In some embodiments, the grade threshold may be definedby, correspond to, or otherwise be associated with, a particular vehiclegradeability parameter. In the illustrative embodiment, the gradethreshold is associated with a vehicle gradeability parameter of about60%. In other embodiments, of course, it should be appreciated that thegrade threshold may be associated with another suitable vehiclegradeability parameter. In any case, if the controller 202 determines inblock 412 that the calculated surface grade exceeds the grade threshold,the method 400 subsequently proceeds to block 414.

In block 414 of the illustrative method 400, the controller 202calculates one or more boost pressures to be applied to one or more ofthe clutches 216 and the brakes 218 in the boost mode operation of thetransmission 120. To do so, the controller 202 performs the method 500(see FIG. 5 ). For the purposes of the present disclosure, it should beunderstood that the boost pressures calculated in block 414 have anappreciably greater magnitude than the baseline pressures associatedwith operation of the transmission 120 in a non-boost, normal mode. Inthe illustrative embodiment, the one or more boosted values of fluidpressure are at least 20% greater than the one or more baseline valuesof fluid pressure. Additionally, the illustrative one or more boostedvalues of fluid pressure are about 20-35% greater than the one or morebaseline fluid pressure values. From block 414, the method 400subsequently proceeds to block 416.

In block 416 of the illustrative method 400, the controller 202calculates one or more input torque limits to be applied at the inputshaft 122 in the boost mode operation of the transmission 120. To do so,the controller 202 performs the method 600 (see FIG. 6 ). For thepurposes of the present disclosure, it should be understood that theinput torque limits calculated in block 416 have an appreciably greatermagnitude than the baseline input torque limits associated withoperation of the transmission 120 in a non-boost, normal mode. As such,in block 416, the controller 202 appreciably boosts the input torquelimits from their baseline values to their boosted values. From block416, the method 400 subsequently proceeds to block 418.

In block 418 of the illustrative method 400, the controller 202calculates one or more output torque limits to be applied at the outputshaft 124 in the boost mode operation of the transmission 120. To do so,the controller 202 performs the method 700 (see FIG. 7 ). For thepurposes of the present disclosure, it should be understood that theoutput torque limits calculated in block 418 have an appreciably greatermagnitude than the baseline output torque limits associated withoperation of the transmission 120 in a non-boost, normal mode. As such,in block 418, the controller 202 appreciably boosts the output torquelimits from their baseline values to their boosted values. From block418, the method 400 subsequently proceeds to block 420.

In block 420 of the illustrative method 400, and subsequent toperforming blocks 414, 416, 418, the controller 202 determines whetherthe calculated grade of the surface (i.e., the calculation performed inblock 410) is at or below the grade threshold. If the controller 202determines in block 420 that the calculated surface grade is at or belowthe grade threshold, the method 400 subsequently proceeds to block 422.

In block 422 of the illustrative method 400, the controller 202disables, or otherwise prevents continued operation in, the boost modeof the transmission 120. As a consequence of performing block 422, thecontroller 202 ceases, disables, or otherwise prevents, performance ofblocks 414, 416, 418. From block 422, the method 400 subsequentlyproceeds to block 424.

In block 424 of the illustrative method 400, the controller 202 appliesthe one or more baseline values of fluid pressure to the one or moreclutches 216 and/or the brakes 218. Additionally, in block 424, thecontroller 202 applies the one or more baseline value input torquelimits at the input shaft 122 and the one or more baseline value outputtorque limits at the output shaft 124. Thus, performance of block 424 bythe controller 202 places the transmission 120 in a normal, non-boostmode. Following completion of block 424, the method 400 subsequentlyreturns to block 402.

Returning to block 420 of the illustrative method 400, if the controller202 determines in block 420 that the calculated surface grade is not ator below the grade threshold, the method 400 subsequently returns toblock 414.

Returning to block 412 of the illustrative method 400, if the controller202 determines in block 412 that the surface grade calculated in block410 does not exceed the grade threshold, the method 400 subsequentlyproceeds to block 424.

Returning to block 404 of the illustrative method 400, if the controller202 determines in block 404 not to enable operation of the transmission120 in the boost mode, the method 400 subsequently proceeds to block424.

Referring now to FIG. 5 , an illustrative method 500 of operating thetransmission 120 may be embodied as, or otherwise include, a set ofinstructions that are executable by the transmission control system 200(i.e., the boost pressure calculation module 304 of the controller 202).The method 500 corresponds to, or is otherwise associated with,performance of the blocks described below in the illustrative sequenceof FIG. 5 . It should be appreciated, however, that the method 500 maybe performed in one or more sequences different from the illustrativesequence.

The illustrative method 500 begins with block 502. In block 502, thecontroller 202 determines one or more baseline main pressure limits(i.e., baseline fluid pressure limits for fluid supplied by a maincircuit of the electro-hydraulic system 138) based on a set ofcalibration parameters corresponding to, or otherwise associated with, anormal, non-boost mode of the transmission 120. It should be appreciatedthat the set of calibration parameters may be embodied as, or otherwiseinclude, pressure limits and/or ratings associated with one or morevocations and/or applications for a particular transmission model.Furthermore, it should be appreciated that the set of calibrationparameters may be specific to certain operating ranges of a particulartransmission model. From block 502, the method 500 subsequently proceedsto block 504.

In block 504 of the illustrative method 500, the controller 202determines one or more calibration parameter(s) corresponding to, orotherwise associated with, boost mode operation of the transmission 120.It should be appreciated that the one or more calibration parameter(s)associated with block 504 may be embodied as, or otherwise include,pressure limits and/or ratings associated with a particular operatingpoint for a particular transmission model. In the illustrativeembodiment, those calibration parameter(s) are associated with one ormore severe duty cycle operations of the transmission 120 and a vehiclegradeability parameter of about 60%. From block 504, the method 500subsequently proceeds to block 506.

In block 506 of the illustrative method 500, the controller 202calculates one or more main pressure limits based on the calibrationparameters associated with block 504 to enable increased boost modepressures to be applied to one or more of the clutches 216 and/or thebrakes 218 in the boost mode. From block 506, the method 500subsequently proceeds to block 508.

In block 508 of the illustrative method 500, the controller 202 appliesthe main pressure limits calculated in block 506 to one or more of theclutches 216 and/or the brakes 218 to increase the pressures appliedthereto in the boost mode. From block 508, the method 500 subsequentlyproceeds to block 510.

In block 510 of the illustrative method 500, the controller 202 ensuresthat the boosted main pressure limits applied in block 508 enable, orare otherwise associated with, boosted engagement pressures that areapplied to each of the one or more clutches 216 and/or brakes 218 to beoperated in the boost mode. Thus, in block 510, the controller 202ensures that the clutch capacity of each of the one or more clutches 216and/or brakes 218 to be operated in the boost mode has been increased.

Referring now to FIG. 6 , an illustrative method 600 of operating thetransmission 120 may be embodied as, or otherwise include, a set ofinstructions that are executable by the transmission control system 200(i.e., the transmission input torque limit calculation module 306 of thecontroller 202). The method 600 corresponds to, or is otherwiseassociated with, performance of the blocks described below in theillustrative sequence of FIG. 6 . It should be appreciated, however,that the method 600 may be performed in one or more sequences differentfrom the illustrative sequence.

The illustrative method 600 begins with block 602. In block 602, thecontroller 202 determines one or more baseline transmission input torquelimits at the input shaft 122 based on a set of calibration parameterscorresponding to, or otherwise associated with, a normal, non-boost modeof the transmission 120. It should be appreciated that the set ofcalibration parameters may be embodied as, or otherwise include, torquelimits and/or ratings associated with one or more vocations and/orapplications for a particular transmission model. Furthermore, it shouldbe appreciated that the set of calibration parameters may be specific tocertain operating ranges of a particular transmission model. From block602, the method 600 subsequently proceeds to block 604.

In block 604 of the illustrative method 600, the controller 202determines one or more calibration parameter(s) corresponding to, orotherwise associated with, boost mode operation of the transmission 120.It should be appreciated that the one or more calibration parameter(s)associated with block 604 may be embodied as, or otherwise include,torque limits and/or ratings associated with a particular operatingpoint for a particular transmission model. From block 604, the method600 subsequently proceeds to block 606.

In block 606 of the illustrative method 600, the controller 202calculates one or more input torque limits based on the calibrationparameters associated with block 604 to enable increased boost modeinput torque limits to be applied at the input shaft 122 in the boostmode. From block 606, the method 600 subsequently proceeds to block 608.

In block 608 of the illustrative method 600, the controller 202 appliesthe boost mode input torque limits calculated in block 606 at the inputshaft 122 in the boost mode to increase the input torque limits fromtheir baseline values to their boosted values.

Referring now to FIG. 7 , an illustrative method 700 of operating thetransmission 120 may be embodied as, or otherwise include, a set ofinstructions that are executable by the transmission control system 200(i.e., the transmission output torque limit calculation module 308 ofthe controller 202). The method 700 corresponds to, or is otherwiseassociated with, performance of the blocks described below in theillustrative sequence of FIG. 7 . It should be appreciated, however,that the method 700 may be performed in one or more sequences differentfrom the illustrative sequence.

The illustrative method 700 begins with block 702. In block 702, thecontroller 202 determines one or more baseline transmission outputtorque limits at the output shaft 124 based on a set of calibrationparameters corresponding to, or otherwise associated with, a normal,non-boost mode of the transmission 120. It should be appreciated thatthe set of calibration parameters may be embodied as, or otherwiseinclude, torque limits and/or ratings associated with one or morevocations and/or applications for a particular transmission model.Furthermore, it should be appreciated that the set of calibrationparameters may be specific to certain operating ranges of a particulartransmission model. From block 702, the method 700 subsequently proceedsto block 704.

In block 704 of the illustrative method 700, the controller 202determines one or more calibration parameter(s) corresponding to, orotherwise associated with, boost mode operation of the transmission 120.It should be appreciated that the one or more calibration parameter(s)associated with block 704 may be embodied as, or otherwise include,torque limits and/or ratings associated with a particular operatingpoint for a particular transmission model. From block 704, the method700 subsequently proceeds to block 706.

In block 706 of the illustrative method 700, the controller 202calculates one or more output torque limits based on the calibrationparameters associated with block 704 to enable increased boost modeoutput torque limits to be applied at the output shaft 124 in the boostmode. From block 706, the method 700 subsequently proceeds to block 708.

In block 708 of the illustrative method 700, the controller 202 receivesoperator input (or a lack thereof) from the boost torque limit inputdevice 230. From block 708, the method 700 subsequently proceeds toblock 710.

In block 710 of the illustrative method 700, the controller 202selectively applies (i.e., in the event that input from the device 230received in block 708 is indicative of the desired application of theone or more boost mode output torque limits at the output shaft 124) theone or more boost mode output torque limits at the output shaft 124 toincrease the output torque limits from their baseline values to theirboosted values.

While the disclosure has been illustrated and described in detail in theforegoing drawings and description, the same is to be considered asexemplary and not restrictive in character, it being understood thatonly illustrative embodiments thereof have been shown and described andthat all changes and modifications that come within the spirit of thedisclosure are desired to be protected.

The invention claimed is:
 1. A method of operating a transmission of avehicle, the method comprising: receiving, by a controller of a controlsystem of the vehicle, input provided by at least one input device ofthe control system that is indicative of an operational characteristicof the transmission and/or the vehicle associated therewith; boosting,by the controller in a boost mode of operation of the transmission, oneor more fluid pressures applied to at least one clutch of the vehiclefrom one or more baseline values to one or more boosted values based atleast partially on the input from the at least one input device and inresponse to a determination that a calculated grade of a surface onwhich the vehicle is positioned exceeds a grade threshold; anddiscontinuing, by the controller, operation of the transmission in theboost mode of operation in response to a determination that thecalculated grade of the surface is at or below the grade threshold. 2.The method of claim 1, wherein boosting the one or more fluid pressuresapplied to the at least one clutch from the one or more baseline valuesto the one or more boosted values comprises boosting, by the controllerin the boost mode of operation, the one or more fluid pressures appliedto the at least one clutch by at least 20%.
 3. The method of claim 1,wherein discontinuing operation of the transmission in the boost mode ofoperation comprises operating, by the controller, the transmission in anon-boost mode of operation.
 4. The method of claim 3, wherein operatingthe transmission in the non-boost mode of operation comprises applying,by the controller, the one or more baseline values of the one or morefluid pressures to the at least one clutch.
 5. The method of claim 3,wherein discontinuing operation of the transmission in the boost mode ofoperation comprises discontinuing, by the controller, operation of thetransmission in the boost mode subsequent to boosting the one or morefluid pressures applied to the at least one clutch from the one or morebaseline values to the one or more boosted values.
 6. The method ofclaim 1, further comprising boosting, by the controller, one or moreinput torque limits applied at an input shaft of the transmission in usethereof from one or more baseline input torque limit values to one ormore boosted input torque limit values in response to the determinationthat the calculated grade of the surface exceeds the grade threshold. 7.The method of claim 6, wherein: discontinuing operation of thetransmission in the boost mode of operation comprises operating, by thecontroller, the transmission in a non-boost mode of operation; andoperating the transmission in the non-boost mode of operation comprisesapplying, by the controller, the one or more baseline input torque limitvalues at the input shaft.
 8. The method of claim 6, whereindiscontinuing operation of the transmission in the boost mode ofoperation comprises discontinuing, by the controller, operation of thetransmission in the boost mode subsequent to boosting the one or moreinput torque limits applied at the input shaft from the one or morebaseline input torque limit values to the one or more boosted inputtorque limit values.
 9. The method of claim 1, further comprisingboosting, by the controller, one or more output torque limits applied atan output shaft of the transmission in use thereof from one or morebaseline output torque limit values to one or more boosted output torquelimit values in response to the determination that the calculated gradeof the surface exceeds the grade threshold.
 10. The method of claim 9,wherein: discontinuing operation of the transmission in the boost modeof operation comprises operating, by the controller, the transmission ina non-boost mode of operation; and operating the transmission in thenon-boost mode of operation comprises applying, by the controller, theone or more baseline output torque limit values at the output shaft. 11.The method of claim 9, wherein discontinuing operation of thetransmission in the boost mode of operation comprises discontinuing, bythe controller, operation of the transmission in the boost modesubsequent to boosting the one or more output torque limits applied atthe output shaft from the one or more baseline output torque limitvalues to the one or more boosted output torque limit values.
 12. Amethod of operating a transmission of a vehicle, the method comprising:receiving, by a controller of a control system of the vehicle, inputprovided by a first input device of the control system that isindicative of a desired enablement of a boost mode of operation of thetransmission; receiving, by the controller, input from a sensor of thecontrol system that is indicative of a grade of a surface on which thevehicle is positioned; determining, by the controller, a calculatedgrade of the surface based at least partially on the input from thesensor; determining, by the controller, whether the calculated grade ofthe surface exceeds a grade threshold; and boosting, by the controllerand in the boost mode of operation, one or more fluid pressures appliedto at least one clutch of the transmission from one or more baselinevalues to one or more boosted values in response to (i) receiving theinput from the first input device and (ii) the determination that thecalculated grade of the surface exceeds the grade threshold.
 13. Themethod of claim 12, further comprising discontinuing, by the controller,operation of the transmission in the boost mode of operation in responseto a determination that the calculated grade of the surface is at orbelow the grade threshold.
 14. The method of claim 12, wherein boostingthe one or more fluid pressures applied to the at least one clutch fromthe one or more baseline values to the one or more boosted valuescomprises boosting, by the controller in the boost mode of operation,the one or more fluid pressures applied to the at least one clutch by atleast 20%.
 15. The method of claim 12, further comprising discontinuing,by the controller, operation of the transmission in the boost mode ofoperation in response to a determination that the calculated grade ofthe surface is at or below the grade threshold, wherein discontinuingoperation of the transmission in the boost mode of operation comprisesoperating, by the controller, the transmission in a non-boost mode ofoperation, and wherein operating the transmission in the non-boost modeof operation comprises applying, by the controller, the one or morebaseline values of the one or more fluid pressures to the at least oneclutch.
 16. The method of claim 12, further comprising boosting, by thecontroller, one or more input torque limits applied at an input shaft ofthe transmission in use thereof from one or more baseline input torquelimit values to one or more boosted input torque limit values inresponse to (i) receiving the input from the first input device and (ii)the determination that the calculated grade of the surface exceeds thegrade threshold.
 17. A method of operating a transmission of a vehicle,the method comprising: receiving, by a controller of a control system ofthe vehicle, input provided by a first input device of the controlsystem that is indicative of a desired enablement of a boost mode ofoperation of the transmission; receiving, by the controller, inputprovided by a second input device of the control system that isindicative of a desired application of one or more output torque limitsat an output shaft of the transmission in the boost mode of operation;receiving, by the controller, input from a sensor of the control systemthat is indicative of a grade of a surface on which the vehicle ispositioned; determining, by the controller, a calculated grade of thesurface based at least partially on the input from the sensor;determining, by the controller, whether the calculated grade of thesurface exceeds a grade threshold; and boosting, by the controller andin the boost mode of operation, one or more output torque limits appliedat the output shaft of the transmission in use thereof from one or morebaseline output torque limit values to one or more boosted output torquelimit values in response to (i) receiving the input from the first inputdevice, (ii) receiving the input from the second input device, and (iii)the determination that the calculated grade of the surface exceeds thegrade threshold.
 18. The method of claim 17, further comprisingdiscontinuing, by the controller, operation of the transmission in theboost mode of operation in response to a determination that thecalculated grade of the surface is at or below the grade threshold. 19.The method of claim 17, further comprising boosting, by the controllerand in the boost mode of operation, one or more fluid pressures appliedto at least one clutch of the transmission by at least 20% from one ormore baseline values to one or more boosted values in response toreceiving the input from the first input device and in response to thedetermination.
 20. The method of claim 17, further comprisingdiscontinuing, by the controller, operation of the transmission in theboost mode of operation in response to a determination that thecalculated grade of the surface is at or below the grade threshold,wherein discontinuing operation of the transmission in the boost mode ofoperation comprises operating, by the controller, the transmission in anon-boost mode of operation, and wherein operating the transmission inthe non-boost mode of operation comprises applying, by the controller,the one or more baseline output torque limit values at the output shaft.